Frame suspension



H L.R.GRUSS-' FRAME SUSPENSION I Filed Aug. 27. 1919 2 Sheets-$heet 1 JINVENTOR dzkzczkvzi k v&ss

BY v V A WW ATTORNEYS NW; 18, 1924. v smwz L. R. GRUSS FRAME SUSPENSION Filed Aug'. 27 1919 2 Sheets-Sheet 2 INVENTOR jewzeizfl,raaa,

I I v ATTORNEYS Patented Nov. 18, 1924.

LUCIEN R. GRUSS, OF SAN FRANCISCO,

GAL IFORNIA, ASS IGNOR T PNEUMATIC 1 CUSHION 00., or SAN FRANCISCO, CALIFORNIA, a GORPOBA'IiON or ARIZONA.

FRAME susrnnsrori. 1

Application filed August 27, 1919. Serial No. 320,227.

To all whom it may concern:

Be it known that I, LUCIEN city and county of San Francisco and State of California, have invented new and useful Improvements Frame Suspensions, of which the following is a specification.

This invention relates to a vehicle construction, and particularly pertains to a 19 spring suspension therefor. j This invention is particularly concerned with a combined s ring and air-cushion suspension for a whale main frame, and is especially adapted for use in connection with air-cushions of the type shown in 'my Patent No. 1,216,254, dated February 13th, 1917. The object of the present invention is to provide a .simple, practical means by which theair springs can be easily applied .without cutting or materially changing or-modi- 7 fying-theframe constructiom Underf'present practice it is necessary to saw ofi the forward and rearward extensions of the slde I sills of the body and'to attach in lieu of" v these discarded portions special brackets or extensions for connection with the outer element of the air spring; the inner air spring element being connected to the steel spring. Such change results in aj mutilation of the vehicle which is of no especialconsequence except when it may be desired to remove theair springs and put them'on to another car, for instance, and it is desired then to restore the vehicle to its original condition minus the air springs.

ple means for applying the air springs without change in either the main frame or the example, in the accompanying 'drawmgs, in

' WhlGll I Fig. 1- is a view in side elevation, illus- A trating the'chassis of a vehicle. and the running gear disposed therebenea'th', part of said running ear being broken away to more clearly dlsclose the frame suspension with which the present invention is concerned.

5 Fig. 2 is an enlarged view in sideeleva- R. Gauss: a V citizen of the United States, residing at the;

The present invention provides very simtion, illustrating one of the shock air cush-- ions' and the connection between it and the main frame as well as its connection, with the front vehicle spring.

Fig. 3 is a section similar to that shown in Fig. 2, disclosing the rear air cushion as seen in vertical section andfurthe'r illustrating its connection with the rear vehicle.

Fig.4is a fragmentary view in plan showing the connecting element used between the movable member of the air-spring and the end of the mechanical spring.

Fig. 5 is a fragmentary view and section in elevation, showing the universal joint be tween the movable member of the air spring and the member shown in Fig.5. 7

In the drawings, 10 represents the main frame, having theusual s ide sill extensions 11 and 12 which are ordinarily. adapted, in the absence of 'the air spring mechanism herein described, for attachment tothe usual semi-elliptical springs 26. The present invention has to-do with the application of air springs to vehicles having thisgeneral construction.

The air spring comprises an element 15',

which is adapted to be connected to the main frame, as hereinafter specified, and the movable element 17 for connection with the leaf spring, 26; the part 17 having appropriate telescopic ,action with the part 15, all as more particularly described in my aforesaid patent. The outer element 15has, aboss 14,

tothe rear face of which there is secured a bracket 13, which bracket has one end bolted to the end of a horn 12 in the space where the usual shackle connects, in the absence ofan airspring, while the other end of the horn, has ayper-forated stud 13 which is adapted. to bear on top of the horn 12; a

bolt 20'passing through the stud and horn to e'flect a rigid connection. The stud 13 is castof such-length that it may be ground down so as to formnot only a smooth fitting with the top of the horn 12but to permit the adjustment of the bracket 13, wlth respect to the air spring and the horn, that the air spring will be in a proper vertical position. I

Inother words, by makm the stud 13'long enough, it may be out o to any-length so that the attachment will 'fit a horn or extension 12 of any standard configuration.

This connection of the/outer element of tially the following simple attachment.

casio'n requires.

the to themain frame is substanthe same for front and rear, varying v according to the change in form of the projections 11 or 12. Thus Fig. 2 shows the application of the invention to the forward extension of the vehicle and Fig. 3 shows its application to the rear extension of'the vehicle.

The complementary element spring is connected to the leaf spring 26 by A plate 21 (adapted in the case of the front spring for direct attachment at 22 to the element 17, as shown in Fig. 2, or, in case of the rear spring, for indirect attacl1n1ent.at-22 by means of the conne'ctingrod 36, as shown in Fig. 3) is'provided with upstanding lugs 24: adapted to embrace the eye of the leaf spring 26 and perforated for a bolt or pin 243; the rear end of the plate 21 being-tied to the steel spring and braced by a U-borlt or clevis 27. In order to adapt the plate 21 readily to springs of different widths, the lugs 23 have inwardly extending studs 23 which can be trimmed or shimmed up as oc- The connecting rod 36 has a screwthread- ,ed connection with a coupling member 37,

'absoibed in these mechanical 'whichlatter is pivoted to the plate 21.

The upper end of the connecting rod has a ball 35 seated in a socket 32-33 formed on a block 31 -carried by the lower end of the telescop-ingmember 1?.

In operation of the present invention the vehicle and its running gear are operatively connected, as shown in Fig. 1. As the vehicle passes along a roadway it will encounter various rregularlties andwlll receive minor and maqor shocks and vibrations.

These vibrations will be impartedzto thev main frame through the medium of the front and rear springs and the air springs. It

will be evident that as the front and-rear axles vibrate the front and rear springs will be deflected and a portion of thevibration springs;

I Major shocks, however, will-be imparted to the air springs and the mechanical and pneumatic springs will then take up the vibra tion and resist rebound.

It will thus'be evident that by the application of combined pneumatic and mechanical springs to the front and rear ends of the vehicle a very desirable spring suspension will be produced and easy riding qualities lmparted to the vehicle. i

The attachments 13.l3 and 21 wmay be made up in stock and readily adapted to any dell ll? T6- ment to the particular width 'of'thefllea sprang 26; It furthermore allows a1 17 of the air connection of the bracket being that or the second point of the bracket adapted of. a vehicle and a leaf spring for support springs to be applied by ordinary skilledpoint of connection being that formerly intense l claim and desire to secure by Letters rationing device interposed between the vehicle frame and one end of the leaf spring, a

connecting means'for the cushioning device including a three-point bracket rigidly connected to the vehicle frame, one point o narily used for connecting the leaf sprin be rigidly secured to the frame, and third point of the bracket adapted to rigi a secure the cushioning device.

The combination with a frame and of a vehicle and a leaf spring for supporting the frame on the axle of a telescopic cushioning device interposed between. the vehicle frame and one end of the leaf spring connecting means between the cushion 'i device and leaf spring, including a pie rigidly connected to an end of the 5 spring, one point of connection being an eye formed on the end of the and by means of which the spring is nor mally connected to the vehicle frame, said plate extending from the end of the leaf spring and a pivotal connection between the plate and one member of the cushioning device, and connecting means between the head of the cushioning device and the vehicle frame, including a bracket rigidly connected to the vehicle frame, one point of connection with the bracket being thatordinarily used for connectin the leaf spring thereto.

3. The com ination with a frame and z the. frame on the axle of a telescopic cushio ing device interposed between the vehicle frame and one end of the leaf spring and connecting means for the cushioning device, including a rigid connection between one element thereof and the vehicle frame afiexible universal connection between thr other element of the cushioning device and the leaf spring, the latter comprising an extension plateof the leaf spring and a pendent link pivotally connected to the extension and having a universal connection with the lower'end of the cushioning device. 4'. The combination with the frame on the bracket for supporting one member of the cushioning device immovably, and an extension plate adapted to be connected tigidly to the end of the leaf spring and a movable member of the cnsh for connecting the leaf spring thereto, means my hand in thepresence of two subscribing w tnesses.

.LUOIEN R. GBUSS 'Witnesses: i W.'I'IEALEY,

E. EWING. T

In testimony whereof I'have hereunto'set' 

